EP3575130B1 - Vehicle control system and method of controlling the same, and braking device - Google Patents
Vehicle control system and method of controlling the same, and braking device Download PDFInfo
- Publication number
- EP3575130B1 EP3575130B1 EP19177244.1A EP19177244A EP3575130B1 EP 3575130 B1 EP3575130 B1 EP 3575130B1 EP 19177244 A EP19177244 A EP 19177244A EP 3575130 B1 EP3575130 B1 EP 3575130B1
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- EP
- European Patent Office
- Prior art keywords
- regenerative braking
- wheel
- braking torque
- motor
- wheel slip
- Prior art date
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Images
Classifications
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- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
- B60L7/18—Controlling the braking effect
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
- B60T8/17552—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve responsive to the tire sideslip angle or the vehicle body slip angle
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- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
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- B60K7/00—Disposition of motor in, or adjacent to, traction wheel
- B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
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- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
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- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
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- B60T8/1761—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
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- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/02—Control of vehicle driving stability
- B60W30/025—Control of vehicle driving stability related to comfort of drivers or passengers
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- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18109—Braking
- B60W30/18127—Regenerative braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
- B60W40/101—Side slip angle of tyre
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- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
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- B60L2260/00—Operating Modes
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- B60L2260/24—Coasting mode
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- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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- B60W2422/00—Indexing codes relating to the special location or mounting of sensors
- B60W2422/70—Indexing codes relating to the special location or mounting of sensors on the wheel or the tire
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Definitions
- Embodiments of the disclosure relate to a vehicle control system for controlling a regenerative braking torque generated by a motor during coasting, and a method of controlling the vehicle control system.
- the vehicles include motor vehicles (conventional engine-driven cars) driven with mechanical power produced by burning fuel oil, such as gasoline and diesel, and eco-friendly vehicles driven by electrical power so as to reduce the amount of harmful fuel emissions and increase fuel efficiency.
- fuel oil such as gasoline and diesel
- eco-friendly vehicles driven by electrical power so as to reduce the amount of harmful fuel emissions and increase fuel efficiency.
- the eco-friendly vehicles include electric vehicles having a rechargeable power supply comprised of a battery and a motor, rotating the motor with electricity charged in the battery, and driving the wheels using the rotation of the motor and hybrid vehicles and hydrogen fuel cell vehicles having an engine, a battery, and a motor and driven by controlling the mechanical power of the engine and the electrical power of the motor.
- the hybrid vehicles are driven in an Electric Vehicle (EV) mode using only the motor power, in a Hybrid Electric Vehicle (HEV) mode using both the engine power and the motor power, or in a regenerative braking mode charging the battery by recovering the braking energy from braking or inertial energy from coasting by inertia through a generating operation of the motor.
- EV Electric Vehicle
- HEV Hybrid Electric Vehicle
- regenerative braking mode charging the battery by recovering the braking energy from braking or inertial energy from coasting by inertia through a generating operation of the motor.
- the vehicles may be provided with a brake system that decelerates or stops a vehicle speed when necessary while the vehicles are driving.
- the brake system may be also provided in the eco-friendly vehicles employing the motor, and various techniques for controlling a rotation torque of a wheel generated by the brake system are being developed.
- the EP 3 135 551 A1 discloses an apparatus for controlling a vehicle with a driving information sensor that senses driving information, wherein a controller changes a coast regeneration torque in a coasting situation based on a difference of wheel speed of driving wheel and non-driving wheel.
- the US 8,788, 144 B2 discloses a method for adjusting braking with a regenerative braking system in a wheel slip situation.
- the JP 2014073709 A provides a braking control device for coast regenerative braking when a slip occurs on a driving wheel during regenerative braking.
- a vehicle control system is disclosed according to claim 1.
- the vehicle control system may further include: an accelerator pedal configured to receive an acceleration command from a driver; and a brake pedal configured to receive a brake command from the driver.
- the controller may control the motor to generate the first regenerative braking torque when the acceleration command and the brake command are not received.
- the vehicle control system may further include: an inputter configured to receive a regenerative braking level from a driver.
- the controller determines a magnitude of the first regenerative braking torque based on the regenerative braking level.
- the controller determines a magnitude of the second regenerative braking torque based on the braking efficiency.
- the controller may determine the wheel slip based on a result of comparing a wheel slip value calculated based on the rotational speed of the wheel with a predetermined reference value.
- the reference value is determined based on at least one of the vehicle speed, the regenerative braking level, and a state of a road surface.
- a method of controlling a vehicle control system according to claim 4 is disclosed.
- the generating of the first regenerative braking torque may include generating the first regenerative braking torque when an acceleration command and a brake command are not received.
- the method further includes: receiving a regenerative braking level from a driver.
- the generating of the first regenerative braking torque includes determining a magnitude of the first regenerative braking torque based on the regenerative braking level.
- the generating of the second regenerative braking torque includes determining a magnitude of the second regenerative braking torque based on the braking efficiency.
- the detecting of the wheel slip based on an output of the wheel sensor may include determining the wheel slip based on a result of comparing a wheel slip value calculated based on the rotational speed of the wheel with a predetermined reference value.
- the reference value is determined based on at least one of the vehicle speed, the regenerative braking level, and a state of a road surface.
- a braking device of braking a vehicle including a motor configured to drive a wheel and a driving device configured to control the motor, the braking device includes: a wheel sensor configured to detect a rotational speed of the wheel; and a controller configured to receive information about a first regenerative braking torque from the driving device during coasting, to determine a wheel slip of the wheel based on an output of the wheel sensor, and to transmit information about a second regenerative braking torque to the driving device such that the motor generates the second regenerative braking torque lower than the first regenerative braking torque in response to the determination of the wheel slip.
- part when a part "includes” or “comprises” an element, unless there is a particular description contrary thereto, the part may further include other elements, not excluding the other elements.
- FIG. 1 is a view illustrating a part of a vehicle in which a vehicle control system according to embodiments of the disclosure is installed
- FIG. 2 is a control block diagram of the vehicle control system according to embodiments of the disclosure
- FIG. 3 is a view illustrating a regenerative braking level during coasting
- FIG. 4 is a graph illustrating a method of controlling the vehicle control system according to embodiments of the disclosure.
- a steering wheel 12, a cluster 11, which is provided toward the front of an eco-friendly vehicle from the steering wheel 12 and which displays operation information of the eco-friendly vehicle, a dashboard connected to the cluster 11 and provided with various devices for operating the eco-friendly vehicle, and the like may be provided around a seat in which the driver is seated.
- various devices provided on the dashboard may include an Audio Video Navigation (AVN) device or a ventilation hole connected to an air conditioner and various input / output devices in a center fascia, which is a central area of the dashboard.
- APN Audio Video Navigation
- the cluster 11 may display a current state and operation information of the vehicle, and may be provided with various display devices for this purpose.
- the steering wheel 12 may control the direction of wheels 91 and 92, and the driver may control driving stability through the steering wheel 12 when a wheel slip occurs.
- Paddle shifters 21 and 22 may be provided on the steering wheel 12 toward the cluster 11.
- the paddle shifters 21 and 22 may receive an input command related to a regenerative braking level during coasting, which can control the magnitude of a regenerative braking torque during coasting, from the driver.
- an inertia driving torque may refer to a braking torque provided to the wheels 91 and 92 through an engine and a transmission of the vehicle in a state in which an accelerator pedal 22 and a brake pedal 23 are not depressed.
- the braking torque during coasting may be controller according to the characteristics of a converter control of an automatic transmission.
- the eco-friendly vehicle that does not have the engine and uses a motor 70 as a power source, the regenerative braking torque during coasting becomes zero.
- the eco-friendly vehicle may generate the regenerative braking torque during coasting to improve fuel economy, giving the driver a feeling of driving similar to the vehicle provided with the internal combustion engine.
- the wheels 91 and 92 move the vehicle through rotation.
- FIG. 2 only the first wheel 91 and the second wheel 92 provided on the right and left sides of the eco-friendly vehicle are illustrated as the wheels 91 and 92, respectively. However, depending on the type of vehicle, four wheels or more may be provided.
- the vehicle control system 1 To generate the regenerative braking torque during coasting, the vehicle control system 1 includes a driving device 10 and a braking device 100.
- the driving device 10 may include an inputter 20 for receiving the input command related to regenerative braking during coasting from the driver, the motor 70 for receiving an electric energy from a battery 60 and providing driving force to the wheels 91 and 92, a transmission 80 for transmitting a rotational motion of the motor 70 to the wheels 91, 92, and a drive controller 50 for controlling the above-described configuration.
- the inputter 20 may receive various input commands related to regenerative braking during coasting from the driver.
- the inputter 20 may receive the input command related to the regenerative braking level during coasting. For example, the inputter 20 may transmit the regenerative braking level during coasting to the drive controller 50 based on an electrical command transmitted by the paddle shifters 21 and 22. A detailed description of the regenerative braking level during coasting will be described later.
- the battery 60 may produce power with a high-tension current, and supply the power to the motor 70.
- the battery 60 may supply the power to various electric devices included in the eco-friendly vehicle provided with the vehicle control system 1 as well as the vehicle control system 1.
- the battery 60 may also be charged by receiving the power generated from the motor 70 or a hybrid starter generator (HSG) provided in an eco-friendly vehicle.
- HSG hybrid starter generator
- the motor 70 may be supplied with the power from the battery 60 as the power source for providing a driving force to the wheels 91 and 92 included in the vehicle control system 1.
- the rotational speed of the motor 70 may be controlled based on a displacement of an accelerator pedal 24.
- an accelerator pedal sensor (not shown) detects the displacement of the accelerator pedal 24, the drive controller 50 may determine the number of revolutions of the motor 70 corresponding to the magnitude of the displacement of the accelerator pedal 24, and control the motor 70.
- the motor 70 may operate as a generator in accordance with a regenerative braking mode and may charge the battery 60.
- the transmission 80 may transmit the rotational motion of the motor 70 to the wheels 91 and 92.
- the transmission 80 When the transmission 80 is provided between the motor 70 and the engine provided in the eco-friendly vehicle, the transmission 80 may be a Dual Clutch Transmission (DCT) that uses two clutches to manipulate a gear.
- DCT Dual Clutch Transmission
- the transmission 80 may further include a final reduction and differential gear (FD) 90 for converting revolutions per minute (rpm) of the motor 70 based on the displacement of the accelerator pedal 24.
- FD final reduction and differential gear
- the wheels 91 and 92 are driven by the eco-friendly vehicle, and the FD 90 may transmit the driving torque generated by the motor 70 to the wheels 91 and 92.
- the drive controller 50 controls the motor 70 to generate a first regenerative braking torque based on the regenerative braking level during coasting transmitted by the inputter 20. That is, the drive controller 50 brakes the vehicle based on a first inertia driving torque in the coasting state in which there is no acceleration command and brake command from the driver.
- the drive controller 50 determines the first regenerative braking torque according to the regenerative braking level during coasting selected by the driver, and controls the motor 70 to generate the first regenerative braking torque. At the same time, the drive controller 50 transmits the first regenerative braking torque to the braking device 100.
- the drive controller 50 may also receive a second regenerative braking torque in response to the first regenerative braking torque from the braking device 100, and control the motor 70 to generate the second regenerative braking torque received from the braking device 100.
- the drive controller 50 may include a communication module (not shown) communicating with other devices such as the braking device 100, a memory (not shown) storing an algorithm for controlling the driving device 10 or data about a program that implements the algorithm, and a processor (not shown) carrying out the aforementioned operation using the data stored in the memory.
- the communication module, the memory, and the processor may be implemented in separate chips. Alternatively, the communication module, the memory, and the processor may be implemented in a single chip.
- an X axis represents a time
- a Y axis represents a magnitude of the regenerative braking torque during coasting
- the unit is Nm.
- the driving device 10 applied to the eco-friendly vehicle generates different magnitudes of the regenerative braking torque during coasting according to different regenerative braking levels during coasting. Also, the driving device 10 may control the motor 70 such that the regenerative braking torque reaches a predetermined constant magnitude.
- the magnitude at which the regenerative braking torque during coasting reaches over time is based on the regenerative braking level during coasting, and the regenerative braking level during coasting is received from the driver.
- the driver may determine the regenerative braking level during coasting through the paddle shifters 21 and 22.
- the regenerative braking level during coasting may be increased by the right paddle shifter 22 and the regenerative braking level at the time of coasting may be decreased based on the input command transmitted from the left paddle shifter 21 of the seat on which the driver is seated.
- the driving device 10 controls the motor 70 to generate the magnitude of the first regenerative braking torque based on the regenerative braking level during coasting transmitted from the driver.
- the input command regarding the regenerative braking level during coasting is not necessarily transmitted only by the paddle shifters 21 and 22, but may also be transmitted through various buttons and input methods.
- the braking device 100 may include a pedal sensor 110 for detecting the driver's braking intentions, calipers 141 and 142 for stopping the rotation of the wheels 91 and 92 through friction, an actuator 130 for controlling the calipers 141 and 142 through hydraulic pressure so as to stop the wheels 91 and 92, and a braking controller 120 for controlling the actuator 130 based on an output of the pedal sensor 110 and outputs of wheel sensors 151 and 152.
- the pedal sensor 110 may be provided on the brake pedal 23, and may detect a position of the brake pedal 23 or a displacement of the brake pedal 23. When the driver presses the brake pedal 23 to stop the vehicle, the pedal sensor 110 may detect the position or displacement of the brake pedal 23 and transmit the electrical signal corresponding to the detected position or displacement to the braking controller 120.
- the calipers 141 and 142 may stop the wheels 91 and 92 through friction.
- the calipers 141 and 142 stop the rotation of the wheels 91 and 92 by grabbing a disk rotating together with the wheels 91 and 92 through the hydraulic pressure provided from the actuator 130.
- the calipers 141 and 142 may include the first caliper 141 for stopping the first wheel 91 and the second caliper 142 for stopping the second wheel 92.
- the wheel sensors 151 and 152 measure the rotational speed of the wheels 91 and 92 and transmit the electrical signal corresponding to the rotational speed of the measured wheels 91 and 92 to the braking controller 120.
- the wheel sensors 151 and 152 may include the first wheel sensor 151 for detecting the rotational speed of the first wheel 91 and the second wheel sensor 152 for detecting the rotational speed of the second wheel 92.
- the actuator 130 may generate the hydraulic pressure for controlling the operation of the calipers 141 and 142 according to a braking control signal of the braking controller 120. In other words, the actuator 130 may generate the hydraulic pressure to allow the calipers 141 and 142 to stop the wheels 91 and 92, and provide the generated hydraulic pressure to the calipers 141 and 142.
- the actuator 130 may independently generate the hydraulic pressure provided to the first caliper 141 and the hydraulic pressure provided to the second caliper 142. In other words, the actuator 130 may provide different hydraulic pressures to the first caliper 141 and the second caliper 142 to provide different braking forces to the first wheel 91 and the second wheel 92.
- the actuator 130 may include a pump, a valve, and the like that operate according to the braking control signal of the braking controller 120.
- the actuator 130 may include an inlet valve that allows or blocks the hydraulic pressure supply to the calipers 141 and 142, and an outlet valve that allows or blocks the hydraulic pressure drop of the calipers 141 and 142.
- the braking controller 120 may control the actuator 130 in response to the output signal of the pedal sensor 110 and the output signal of the wheel sensors 151 and 152.
- the braking controller 120 may determine the movement (displacement) of the brake pedal 23 based on the pedal sensor 110 and control the actuator 130 to provide the hydraulic pressure corresponding to the movement (displacement) of the brake pedal 23 to the calipers 141, and 142.
- the braking controller 120 may determine the wheel slip based on the difference between the output of the first wheel sensor 151 and the output of the second wheel sensor 152, and control the actuator 130 to stop the braking of the wheels 91 and 92 in response to the determination of the wheel slip. In other words, in response to the determination of the wheel slip, the braking controller 120 may control the actuator 130 to drop the hydraulic pressure of the calipers 141 and 142.
- the braking controller 120 receives a current regenerative braking torque from the drive controller 50. In response to receiving the current regenerative braking torque, the braking controller 120 may determine the wheel slip based on the difference between the output of the first wheel sensor 151 and the output of the second wheel sensor 152.
- the braking controller 120 may determine the wheel slip based on the difference between the vehicle speed and the output of the wheel sensors 151 and 152. For example, the braking controller 120 may calculate an average rotational speed (vehicle speed) based on the collected rotational speeds of the plurality of wheels, and determine the wheel slip based on the rotational speed and the vehicle speed.
- vehicle speed average rotational speed
- the braking controller 120 determines the second regenerative braking torque to reduce the braking force of the current vehicle.
- the second regenerative braking torque is calculated based on a degree of deviation of the wheel slip from the target control region (e.g., the difference between the wheel slip and a maximum value of the target control region), and the second regenerative braking torque is less than the first regenerative braking torque generated by the drive controller 50.
- FIG. 4A is for describing the wheel slip
- FIG. 4B is for the target control region of the regenerative braking torque during coasting
- FIG. 4C is a graph for a result of a control method.
- an X axis represents a time and a Y axis represents a speed.
- the driving device 10 controls the motor based on the first regenerative braking torque.
- a vehicle speed 30 of the eco-friendly vehicle decreases over time.
- the eco-friendly vehicle may drive on a low friction surface and the wheel slip may occur.
- a rotational speed 31 of the wheels 91 and 92 may be different from the vehicle speed 30 according to the rotational force transmitted by the motor 70. In other words, the wheels 91 and 92 may be idle.
- an X axis represents a degree of wheel slip occurrence
- a Y axis represents the brake efficiency.
- the braking efficiency during regenerative braking is high when the magnitude of the wheel slip is within a target control region 32. Therefore, when the braking efficiency deviates from the target control region 32, the wheel slip is reduced by reducing the braking torque, and the braking efficiency is increased by reducing the wheel slip.
- the braking controller 100 controls the driving device 10 such that the motor 70 generates the second regenerative braking torque having the magnitude lower than the first regenerative braking torque.
- the braking controller 120 monitors the degree of wheel slip.
- the second regenerative braking torque is generated based on the magnitude of the detected wheel slip.
- the braking controller 120 also transmits the second regenerative braking torque to the drive controller 50 to control the motor 70 in accordance with the second regenerative braking torque.
- an X axis represents a time and a Y axis represents a magnitude of the braking torque.
- the vehicle control system 1 controls the motor 70 to generate the second regenerative braking torque having a lower magnitude than the first regenerative braking torque of the motor 70.
- the braking controller 100 determines the second regenerative braking torque that is smaller than the first regenerative braking torque and transmit a final regenerative braking torque to the drive controller 50.
- a second regenerative braking torque 35 is added to or subtracted from a first regenerative braking torque 33 by a predetermined magnitude 34 based on the braking efficiency.
- the second regenerative braking torque 35 is based on the braking efficiency in the target control region 32, which is determined according to the magnitude of the wheel slip detected in FIG. 4B , and may determine the magnitude of the regenerative braking torque during coasting according to the regenerative braking level during coasting. Also, the second regenerative braking torque 35 may vary over time. For example, the second regenerative braking torque 35 may be generated at a slope similar to the first regenerative braking torque 33 to be controlled according to the regenerative braking level.
- the braking controller 120 may include a communication module (not shown) communicating with other devices such as the driving device 10, a memory (not shown) storing the algorithm for controlling the braking device 100 or data about the program that implements the algorithm, and a processor (not shown) carrying out the aforementioned operation using the data stored in the memory.
- the communication module, the memory, and the processor may be implemented in separate chips. Alternatively, the communication module, the memory, and the processor may be implemented in the single chip.
- the braking controller 120 may be provided separately from the drive controller 50, or may be provided integrally with the drive controller 50.
- FIG. 5 is a flowchart illustrating a method of controlling the vehicle control system according to embodiments of the disclosure.
- the vehicle control system 1 receives the input command regarding the regenerative braking level during coasting (1000).
- the input command for the regenerative braking level during coasting may be input during driving of the eco-friendly vehicle, or may be received and stored in advance.
- the regenerative braking level during coasting may be received by the paddle shifters 20 and 21 provided on the steering wheel 12.
- the vehicle control system 1 determines whether the eco-friendly vehicle is coasting during driving (1100).
- the vehicle control system 1 may determine it as coasting when the driver does not step on the brake pedal 23 and the accelerator pedal 24 without changing the gear in a D-stage during driving of the vehicle.
- the drive controller 50 determines the first regenerative braking torque according to the regenerative braking level selected by the driver, and controls the motor 70 according to the determined first regenerative braking torque.
- the drive controller 50 also transmits the first regenerative braking torque to the braking controller 120.
- the vehicle control system 1 continues to detect the wheel slip (1200).
- the slip is the degree of the wheel slip
- v is the vehicle speed
- rw is the rotational speed of the wheel at which the wheel slip occurs.
- the vehicle speed may be calculated on the basis of the average rotational speed of the plurality of wheels 91 and 92 provided in the eco-friendly vehicle, and a reference for determining the wheel slip may be determined based on the rotational speed of each wheel provided in the vehicle.
- the braking controller 120 may calculate the vehicle speed based on the average rotational speed of the plurality of wheels 91 and 92, and compares the degree of occurrence of the wheel slip, which is calculated based on the calculated vehicle speed and the detected rotational speed of the wheel, with a predetermined reference value to determine whether the wheel slip has finally occurred or not.
- the predetermined reference value has different values based on the vehicle speed, the regenerative braking level, and the state of the road surface. For example, the reference value may be lowered when the current road surface condition is an ice sheet, or an underground parking lot with water.
- the vehicle control system 1 determines that the wheel slip has occurred and determine the second regenerative braking torque by controlling the first regenerative braking torque based on the regenerative braking level (1300).
- the regenerative braking torque to be controlled is controlled based on the braking efficiency and the regenerative braking level input from the driver.
- the vehicle control system 1 controls the motor 70 based on the regenerative braking torque, that is, the second regenerative braking torque (1400).
- the vehicle control system 1 may improve driving stability and provide safe fun driving for the driver.
- driving stability can be improved by varying and controlling the regenerative braking torque during coasting generated by the motor, thereby providing safe fun driving to the driver.
- the disclosed embodiments may be implemented in the form of a recording medium storing instructions that are executable by a computer.
- the instructions may be stored in the form of a program code, and when executed by a processor, the instructions may generate a program module to perform operations of the disclosed embodiments.
- the recording medium may be implemented as a computer-readable recording medium.
- the computer-readable recording medium may include all kinds of recording media storing commands that can be interpreted by a computer.
- the computer-readable recording medium may be ROM, RAM, a magnetic tape, a magnetic disc, flash memory, an optical data storage device, etc.
Description
- Embodiments of the disclosure relate to a vehicle control system for controlling a regenerative braking torque generated by a motor during coasting, and a method of controlling the vehicle control system.
- In modern society, vehicles are the most common means of transportation and the number of people using vehicles is ever increasing. The development of vehicle technologies is changing and facilitating traveling over long distances with increased convenience.
- The vehicles include motor vehicles (conventional engine-driven cars) driven with mechanical power produced by burning fuel oil, such as gasoline and diesel, and eco-friendly vehicles driven by electrical power so as to reduce the amount of harmful fuel emissions and increase fuel efficiency.
- The eco-friendly vehicles include electric vehicles having a rechargeable power supply comprised of a battery and a motor, rotating the motor with electricity charged in the battery, and driving the wheels using the rotation of the motor and hybrid vehicles and hydrogen fuel cell vehicles having an engine, a battery, and a motor and driven by controlling the mechanical power of the engine and the electrical power of the motor.
- The hybrid vehicles are driven in an Electric Vehicle (EV) mode using only the motor power, in a Hybrid Electric Vehicle (HEV) mode using both the engine power and the motor power, or in a regenerative braking mode charging the battery by recovering the braking energy from braking or inertial energy from coasting by inertia through a generating operation of the motor.
- On the other hand, the vehicles may be provided with a brake system that decelerates or stops a vehicle speed when necessary while the vehicles are driving. The brake system may be also provided in the eco-friendly vehicles employing the motor, and various techniques for controlling a rotation torque of a wheel generated by the brake system are being developed.
- The
EP 3 135 551 A1 discloses an apparatus for controlling a vehicle with a driving information sensor that senses driving information, wherein a controller changes a coast regeneration torque in a coasting situation based on a difference of wheel speed of driving wheel and non-driving wheel. TheUS 8,788, 144 B2 discloses a method for adjusting braking with a regenerative braking system in a wheel slip situation. TheJP 2014073709 A - Therefore, it is an aspect of the disclosure to provide a vehicle control system capable of improving driving stability and providing safe fun driving to a driver by varying and controlling a regenerative braking torque generated by a motor during coasting, and a method of controlling the vehicle control system.
- Additional aspects of the disclosure will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the disclosure.
- In accordance with an aspect of the disclosure, a vehicle control system is disclosed according to claim 1.
- The vehicle control system may further include: an accelerator pedal configured to receive an acceleration command from a driver; and a brake pedal configured to receive a brake command from the driver. The controller may control the motor to generate the first regenerative braking torque when the acceleration command and the brake command are not received.
- The vehicle control system may further include: an inputter configured to receive a regenerative braking level from a driver. The controller determines a magnitude of the first regenerative braking torque based on the regenerative braking level.
- The controller determines a magnitude of the second regenerative braking torque based on the braking efficiency.
- The controller may determine the wheel slip based on a result of comparing a wheel slip value calculated based on the rotational speed of the wheel with a predetermined reference value.
- The reference value is determined based on at least one of the vehicle speed, the regenerative braking level, and a state of a road surface.
- In accordance with another aspect of the disclosure, a method of controlling a vehicle control system according to claim 4 is disclosed.
- The generating of the first regenerative braking torque may include generating the first regenerative braking torque when an acceleration command and a brake command are not received.
- The method further includes: receiving a regenerative braking level from a driver. The generating of the first regenerative braking torque includes determining a magnitude of the first regenerative braking torque based on the regenerative braking level.
- The generating of the second regenerative braking torque includes determining a magnitude of the second regenerative braking torque based on the braking efficiency.
- The detecting of the wheel slip based on an output of the wheel sensor may include determining the wheel slip based on a result of comparing a wheel slip value calculated based on the rotational speed of the wheel with a predetermined reference value.
- The reference value is determined based on at least one of the vehicle speed, the regenerative braking level, and a state of a road surface.
- In accordance with another aspect of the disclosure not covered by the claims, a braking device of braking a vehicle including a motor configured to drive a wheel and a driving device configured to control the motor, the braking device includes: a wheel sensor configured to detect a rotational speed of the wheel; and a controller configured to receive information about a first regenerative braking torque from the driving device during coasting, to determine a wheel slip of the wheel based on an output of the wheel sensor, and to transmit information about a second regenerative braking torque to the driving device such that the motor generates the second regenerative braking torque lower than the first regenerative braking torque in response to the determination of the wheel slip.
- These and/or other aspects of the disclosure will become apparent and more readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
-
FIG. 1 is a view illustrating a part of a vehicle in which a vehicle control system according to embodiments of the disclosure is installed; -
FIG. 2 is a control block diagram of the vehicle control system according to embodiments of the disclosure; -
FIG. 3 is a view illustrating a regenerative braking level during coasting; -
FIG. 4 is a graph illustrating a method of controlling the vehicle control system according to embodiments of the disclosure; and - FIG. 5 is a flowchart illustrating a method of controlling the vehicle control system according to embodiments of the disclosure.
- Like reference numerals refer to like elements throughout the specification. Not all elements of embodiments of the disclosure will be described, and description of what are commonly known in the art or what overlap each other in the embodiments will be omitted. The terms as used throughout the specification, such as "- part," "- module," "- member," "~ block," etc., may be implemented in software and/or hardware, and a plurality of "~ parts," "~ modules," "- members," or "~ blocks" may be implemented in a single element, or a single "~ part," "- module," "- member," or"~ block" may include a plurality of elements.
- It will be understood that when an element is referred to as being "connected" to another element, it can be directly or indirectly connected to the other element, wherein the indirect connection includes "connection" via a wireless communication network.
- Also, when a part "includes" or "comprises" an element, unless there is a particular description contrary thereto, the part may further include other elements, not excluding the other elements.
- It will be understood that, although the terms first, second, third, etc., may be used herein to describe various elements, it should not be limited by these terms. These terms are only used to distinguish one element from another element.
- As used herein, the singular forms "a," "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise.
- An identification code is used for the convenience of the description but is not intended to illustrate the order of each step. Each of the steps may be implemented in an order different from the illustrated order unless the context clearly indicates otherwise.
- The principle and embodiments of the disclosure will now be described with reference to the accompanying drawings.
-
FIG. 1 is a view illustrating a part of a vehicle in which a vehicle control system according to embodiments of the disclosure is installed,FIG. 2 is a control block diagram of the vehicle control system according to embodiments of the disclosure,FIG. 3 is a view illustrating a regenerative braking level during coasting, andFIG. 4 is a graph illustrating a method of controlling the vehicle control system according to embodiments of the disclosure. - Referring to
FIGS. 1 to 4 , asteering wheel 12, acluster 11, which is provided toward the front of an eco-friendly vehicle from thesteering wheel 12 and which displays operation information of the eco-friendly vehicle, a dashboard connected to thecluster 11 and provided with various devices for operating the eco-friendly vehicle, and the like may be provided around a seat in which the driver is seated. - For example, various devices provided on the dashboard may include an Audio Video Navigation (AVN) device or a ventilation hole connected to an air conditioner and various input / output devices in a center fascia, which is a central area of the dashboard.
- The
cluster 11 may display a current state and operation information of the vehicle, and may be provided with various display devices for this purpose. - The
steering wheel 12 may control the direction ofwheels steering wheel 12 when a wheel slip occurs. -
Paddle shifters steering wheel 12 toward thecluster 11. - The
paddle shifters - Generally, an inertia driving torque may refer to a braking torque provided to the
wheels accelerator pedal 22 and abrake pedal 23 are not depressed. In a vehicle provided with an internal combustion engine, the braking torque during coasting may be controller according to the characteristics of a converter control of an automatic transmission. - In the eco-friendly vehicle that does not have the engine and uses a
motor 70 as a power source, the regenerative braking torque during coasting becomes zero. However, the eco-friendly vehicle may generate the regenerative braking torque during coasting to improve fuel economy, giving the driver a feeling of driving similar to the vehicle provided with the internal combustion engine. - The
wheels FIG. 2 , only thefirst wheel 91 and thesecond wheel 92 provided on the right and left sides of the eco-friendly vehicle are illustrated as thewheels - To generate the regenerative braking torque during coasting, the vehicle control system 1 includes a driving
device 10 and abraking device 100. - The driving
device 10 may include aninputter 20 for receiving the input command related to regenerative braking during coasting from the driver, themotor 70 for receiving an electric energy from abattery 60 and providing driving force to thewheels transmission 80 for transmitting a rotational motion of themotor 70 to thewheels drive controller 50 for controlling the above-described configuration. - Particularly, the
inputter 20 may receive various input commands related to regenerative braking during coasting from the driver. - The
inputter 20 may receive the input command related to the regenerative braking level during coasting. For example, theinputter 20 may transmit the regenerative braking level during coasting to thedrive controller 50 based on an electrical command transmitted by thepaddle shifters - The
battery 60 may produce power with a high-tension current, and supply the power to themotor 70. In addition, thebattery 60 may supply the power to various electric devices included in the eco-friendly vehicle provided with the vehicle control system 1 as well as the vehicle control system 1. - The
battery 60 may also be charged by receiving the power generated from themotor 70 or a hybrid starter generator (HSG) provided in an eco-friendly vehicle. - The
motor 70 may be supplied with the power from thebattery 60 as the power source for providing a driving force to thewheels - The rotational speed of the
motor 70 may be controlled based on a displacement of anaccelerator pedal 24. For example, when an accelerator pedal sensor (not shown) detects the displacement of theaccelerator pedal 24, thedrive controller 50 may determine the number of revolutions of themotor 70 corresponding to the magnitude of the displacement of theaccelerator pedal 24, and control themotor 70. - The
motor 70 may operate as a generator in accordance with a regenerative braking mode and may charge thebattery 60. - The
transmission 80 may transmit the rotational motion of themotor 70 to thewheels - When the
transmission 80 is provided between themotor 70 and the engine provided in the eco-friendly vehicle, thetransmission 80 may be a Dual Clutch Transmission (DCT) that uses two clutches to manipulate a gear. - In the vehicle control system 1, the
transmission 80 may further include a final reduction and differential gear (FD) 90 for converting revolutions per minute (rpm) of themotor 70 based on the displacement of theaccelerator pedal 24. - Particularly, the
wheels FD 90 may transmit the driving torque generated by themotor 70 to thewheels - The
drive controller 50 controls themotor 70 to generate a first regenerative braking torque based on the regenerative braking level during coasting transmitted by theinputter 20. That is, thedrive controller 50 brakes the vehicle based on a first inertia driving torque in the coasting state in which there is no acceleration command and brake command from the driver. - As described above, the
drive controller 50 determines the first regenerative braking torque according to the regenerative braking level during coasting selected by the driver, and controls themotor 70 to generate the first regenerative braking torque. At the same time, thedrive controller 50 transmits the first regenerative braking torque to thebraking device 100. Thedrive controller 50 may also receive a second regenerative braking torque in response to the first regenerative braking torque from thebraking device 100, and control themotor 70 to generate the second regenerative braking torque received from thebraking device 100. - The
drive controller 50 may include a communication module (not shown) communicating with other devices such as thebraking device 100, a memory (not shown) storing an algorithm for controlling the drivingdevice 10 or data about a program that implements the algorithm, and a processor (not shown) carrying out the aforementioned operation using the data stored in the memory. The communication module, the memory, and the processor may be implemented in separate chips. Alternatively, the communication module, the memory, and the processor may be implemented in a single chip. - In the graph of
FIG. 3 , an X axis represents a time, a Y axis represents a magnitude of the regenerative braking torque during coasting, and the unit is Nm. - Referring to
FIG. 3 , the drivingdevice 10 applied to the eco-friendly vehicle generates different magnitudes of the regenerative braking torque during coasting according to different regenerative braking levels during coasting. Also, the drivingdevice 10 may control themotor 70 such that the regenerative braking torque reaches a predetermined constant magnitude. - , The magnitude at which the regenerative braking torque during coasting reaches over time is based on the regenerative braking level during coasting, and the regenerative braking level during coasting is received from the driver. The driver may determine the regenerative braking level during coasting through the
paddle shifters right paddle shifter 22 and the regenerative braking level at the time of coasting may be decreased based on the input command transmitted from theleft paddle shifter 21 of the seat on which the driver is seated. - The driving
device 10 controls themotor 70 to generate the magnitude of the first regenerative braking torque based on the regenerative braking level during coasting transmitted from the driver. - On the other hand, the input command regarding the regenerative braking level during coasting is not necessarily transmitted only by the
paddle shifters - The
braking device 100 may include apedal sensor 110 for detecting the driver's braking intentions,calipers wheels actuator 130 for controlling thecalipers wheels braking controller 120 for controlling theactuator 130 based on an output of thepedal sensor 110 and outputs ofwheel sensors - The
pedal sensor 110 may be provided on thebrake pedal 23, and may detect a position of thebrake pedal 23 or a displacement of thebrake pedal 23. When the driver presses thebrake pedal 23 to stop the vehicle, thepedal sensor 110 may detect the position or displacement of thebrake pedal 23 and transmit the electrical signal corresponding to the detected position or displacement to thebraking controller 120. - The
calipers wheels calipers wheels wheels actuator 130. - The
calipers first caliper 141 for stopping thefirst wheel 91 and thesecond caliper 142 for stopping thesecond wheel 92. - The
wheel sensors wheels wheels braking controller 120. - The
wheel sensors first wheel sensor 151 for detecting the rotational speed of thefirst wheel 91 and thesecond wheel sensor 152 for detecting the rotational speed of thesecond wheel 92. - The
actuator 130 may generate the hydraulic pressure for controlling the operation of thecalipers braking controller 120. In other words, theactuator 130 may generate the hydraulic pressure to allow thecalipers wheels calipers - The
actuator 130 may independently generate the hydraulic pressure provided to thefirst caliper 141 and the hydraulic pressure provided to thesecond caliper 142. In other words, theactuator 130 may provide different hydraulic pressures to thefirst caliper 141 and thesecond caliper 142 to provide different braking forces to thefirst wheel 91 and thesecond wheel 92. - The
actuator 130 may include a pump, a valve, and the like that operate according to the braking control signal of thebraking controller 120. For example, theactuator 130 may include an inlet valve that allows or blocks the hydraulic pressure supply to thecalipers calipers - The
braking controller 120 may control theactuator 130 in response to the output signal of thepedal sensor 110 and the output signal of thewheel sensors - For example, the
braking controller 120 may determine the movement (displacement) of thebrake pedal 23 based on thepedal sensor 110 and control theactuator 130 to provide the hydraulic pressure corresponding to the movement (displacement) of thebrake pedal 23 to thecalipers - The
braking controller 120 may determine the wheel slip based on the difference between the output of thefirst wheel sensor 151 and the output of thesecond wheel sensor 152, and control theactuator 130 to stop the braking of thewheels braking controller 120 may control theactuator 130 to drop the hydraulic pressure of thecalipers - Also, the
braking controller 120 receives a current regenerative braking torque from thedrive controller 50. In response to receiving the current regenerative braking torque, thebraking controller 120 may determine the wheel slip based on the difference between the output of thefirst wheel sensor 151 and the output of thesecond wheel sensor 152. - Alternatively, the
braking controller 120 may determine the wheel slip based on the difference between the vehicle speed and the output of thewheel sensors braking controller 120 may calculate an average rotational speed (vehicle speed) based on the collected rotational speeds of the plurality of wheels, and determine the wheel slip based on the rotational speed and the vehicle speed. - When the wheel slip is out of a target control region, the
braking controller 120 determines the second regenerative braking torque to reduce the braking force of the current vehicle. The second regenerative braking torque is calculated based on a degree of deviation of the wheel slip from the target control region (e.g., the difference between the wheel slip and a maximum value of the target control region), and the second regenerative braking torque is less than the first regenerative braking torque generated by thedrive controller 50. -
FIG. 4A is for describing the wheel slip,FIG. 4B is for the target control region of the regenerative braking torque during coasting, andFIG. 4C is a graph for a result of a control method. - Referring to
FIG. 4A , an X axis represents a time and a Y axis represents a speed. - For example, during coasting, the driving
device 10 controls the motor based on the first regenerative braking torque. - Because the first regenerative braking torque is generated in a deceleration direction, a
vehicle speed 30 of the eco-friendly vehicle decreases over time. - Also, while the
vehicle speed 30 is decelerated by the first regenerative braking torque, the eco-friendly vehicle may drive on a low friction surface and the wheel slip may occur. When the wheel slip occurs, arotational speed 31 of thewheels vehicle speed 30 according to the rotational force transmitted by themotor 70. In other words, thewheels - Referring to
FIG. 4B , an X axis represents a degree of wheel slip occurrence, and a Y axis represents the brake efficiency. As illustrated inFIG. 4B , the braking efficiency during regenerative braking is high when the magnitude of the wheel slip is within atarget control region 32. Therefore, when the braking efficiency deviates from thetarget control region 32, the wheel slip is reduced by reducing the braking torque, and the braking efficiency is increased by reducing the wheel slip. - Thus, when the wheel slip is detected, the
braking controller 100 controls the drivingdevice 10 such that themotor 70 generates the second regenerative braking torque having the magnitude lower than the first regenerative braking torque. - The
braking controller 120 monitors the degree of wheel slip. The second regenerative braking torque is generated based on the magnitude of the detected wheel slip. Thebraking controller 120 also transmits the second regenerative braking torque to thedrive controller 50 to control themotor 70 in accordance with the second regenerative braking torque. - Referring to
FIG. 4C , an X axis represents a time and a Y axis represents a magnitude of the braking torque. As described above, when the wheel slip is detected while themotor 70 is operating with the first regenerative braking torque, the vehicle control system 1 controls themotor 70 to generate the second regenerative braking torque having a lower magnitude than the first regenerative braking torque of themotor 70. - Particularly, the
braking controller 100 determines the second regenerative braking torque that is smaller than the first regenerative braking torque and transmit a final regenerative braking torque to thedrive controller 50. - A second
regenerative braking torque 35 is added to or subtracted from a firstregenerative braking torque 33 by apredetermined magnitude 34 based on the braking efficiency. - That is, the second
regenerative braking torque 35 is based on the braking efficiency in thetarget control region 32, which is determined according to the magnitude of the wheel slip detected inFIG. 4B , and may determine the magnitude of the regenerative braking torque during coasting according to the regenerative braking level during coasting. Also, the secondregenerative braking torque 35 may vary over time. For example, the secondregenerative braking torque 35 may be generated at a slope similar to the firstregenerative braking torque 33 to be controlled according to the regenerative braking level. - The
braking controller 120 may include a communication module (not shown) communicating with other devices such as the drivingdevice 10, a memory (not shown) storing the algorithm for controlling thebraking device 100 or data about the program that implements the algorithm, and a processor (not shown) carrying out the aforementioned operation using the data stored in the memory. The communication module, the memory, and the processor may be implemented in separate chips. Alternatively, the communication module, the memory, and the processor may be implemented in the single chip. - In addition, the
braking controller 120 may be provided separately from thedrive controller 50, or may be provided integrally with thedrive controller 50. - FIG. 5 is a flowchart illustrating a method of controlling the vehicle control system according to embodiments of the disclosure.
- Referring to FIG. 5, the vehicle control system 1 receives the input command regarding the regenerative braking level during coasting (1000).
- The input command for the regenerative braking level during coasting may be input during driving of the eco-friendly vehicle, or may be received and stored in advance. For example, the regenerative braking level during coasting may be received by the
paddle shifters steering wheel 12. - The vehicle control system 1 determines whether the eco-friendly vehicle is coasting during driving (1100).
- For example, the vehicle control system 1 may determine it as coasting when the driver does not step on the
brake pedal 23 and theaccelerator pedal 24 without changing the gear in a D-stage during driving of the vehicle. - when it is determined not to be coasting (NO in 1100), the vehicle control system 1 may continue to determine whether or not coasting is being performed.
- when it is determined to be coasting (YES in 1100), the vehicle control system 1 brakes the vehicle with regenerative braking torque according to the regenerative braking level selected by the driver.
- Particularly, the
drive controller 50 determines the first regenerative braking torque according to the regenerative braking level selected by the driver, and controls themotor 70 according to the determined first regenerative braking torque. Thedrive controller 50 also transmits the first regenerative braking torque to thebraking controller 120. - The vehicle control system 1 continues to detect the wheel slip (1200).
-
- Here, the slip is the degree of the wheel slip, v is the vehicle speed, and rw is the rotational speed of the wheel at which the wheel slip occurs.
- Further, the vehicle speed may be calculated on the basis of the average rotational speed of the plurality of
wheels - That is, the
braking controller 120 may calculate the vehicle speed based on the average rotational speed of the plurality ofwheels - The predetermined reference value has different values based on the vehicle speed, the regenerative braking level, and the state of the road surface. For example, the reference value may be lowered when the current road surface condition is an ice sheet, or an underground parking lot with water.
- When the wheel slip exceeds the reference value (YES in 1200), the vehicle control system 1 determines that the wheel slip has occurred and determine the second regenerative braking torque by controlling the first regenerative braking torque based on the regenerative braking level (1300).
- As described above, the regenerative braking torque to be controlled is controlled based on the braking efficiency and the regenerative braking level input from the driver.
- Then, the vehicle control system 1 controls the
motor 70 based on the regenerative braking torque, that is, the second regenerative braking torque (1400). - The vehicle control system 1 may improve driving stability and provide safe fun driving for the driver.
- According to the vehicle control system of an aspect and the method of controlling the vehicle control system as described above, when a wheel slip occurs during driving, driving stability can be improved by varying and controlling the regenerative braking torque during coasting generated by the motor, thereby providing safe fun driving to the driver.
- Meanwhile, the disclosed embodiments may be implemented in the form of a recording medium storing instructions that are executable by a computer. The instructions may be stored in the form of a program code, and when executed by a processor, the instructions may generate a program module to perform operations of the disclosed embodiments. The recording medium may be implemented as a computer-readable recording medium.
- The computer-readable recording medium may include all kinds of recording media storing commands that can be interpreted by a computer. For example, the computer-readable recording medium may be ROM, RAM, a magnetic tape, a magnetic disc, flash memory, an optical data storage device, etc.
Claims (5)
- A vehicle control system (1) comprising:a motor (70) configured to provide a driving force to a wheel (91, 92);a wheel sensor (151, 152) configured to detect a rotational speed of the wheel (91, 92); anda controller (50) configured to control the motor (70) to generate a first regenerative braking torque during coasting, and to control the motor (70) to generate a second regenerative braking torque lower than the first regenerative braking torque when a wheel slip of the wheel detected based on an output of the wheel sensor (151, 152) is out of a target control region (32) corresponding to a maximum value of a braking efficiency,characterized in that,the controller (50) is configured to:receive a regenerative braking level from among a plurality of regenerative braking levels (LV1, LV2, LV3) from a driver;determine a magnitude of the first regenerative braking torque based on the received regenerative braking level;determine whether the wheel slip of the wheel is out of a target control region (32) by comparing the wheel slip of the wheel with a predetermined reference value determined based on a vehicle speed, the received regenerative braking level, and a state of a road surface; anddetermine a magnitude of the second regenerative braking torque based on the received regenerative braking level and a difference between the detected wheel slip and a wheel slip of the target control region.
- The vehicle control system (1) according to claim 1, further comprising:an accelerator pedal (24) configured to receive an acceleration command from a driver; anda brake pedal (23) configured to receive a brake command from the driver,wherein the controller (50) is configured to control the motor (70) to generate the first regenerative braking torque when the acceleration command and the brake command are not received.
- The vehicle control system (1) according to claim 1, further comprising:
an inputter (20) configured to receive the regenerative braking level selected from among the plurality of regenerative braking levels (LV1, LV2, LV3) from the driver. - A method of controlling a vehicle control system comprising:rotating a wheel (91, 92) by a motor (70);generating a first regenerative braking torque by the motor (70) during coasting;detecting a rotational speed of the wheel (91, 92) during coasting;generating a second regenerative braking torque lower than the first regenerative braking torque during coasting by the motor (70) when a wheel slip detected based on an output of the wheel sensor is out of a target control region (32) corresponding to a maximum value of a braking efficiency,characterized in,receiving a regenerative braking level from among a plurality of regenerative braking levels (LV1, LV2, LV3) from a driver;determining a magnitude of the first regenerative braking torque based on the received regenerative braking level;determining whether the wheel slip of the wheel is out of a target control region (32) by comparing the wheel slip of the wheel with a predetermined reference value determined based on a vehicle speed, the received regenerative braking level, and a state of a road surface; anddetermining a magnitude of the second regenerative braking torque based on the received regenerative braking level and a difference between the detected wheel slip and a wheel slip of the target control region.
- The method according to claim 4, wherein the generating of the first regenerative braking torque comprises:
generating the first regenerative braking torque when an acceleration command and a brake command are not received.
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KR1020180061955A KR102542523B1 (en) | 2018-05-30 | 2018-05-30 | Brake system and controlling method thereof |
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US (1) | US11192532B2 (en) |
EP (1) | EP3575130B1 (en) |
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KR102542523B1 (en) * | 2018-05-30 | 2023-06-12 | 에이치엘만도 주식회사 | Brake system and controlling method thereof |
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CN110549859A (en) | 2019-12-10 |
KR20190136353A (en) | 2019-12-10 |
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